Infinitely variable motion control (IVMC) for a transmission with a differential

ABSTRACT

Infinitely variable motion control (IVMC) provides motion control without any requirement for changing gears or use of a clutch. A spur gear transgear, defined as a system having an input, an output and a control, a variable pitch cam having an eccentric inner and outer cam assembly and a driver may be used to form a speed converter. The speed converter is used in various forms to provide an infinitely variable transmission, a differential, embodiments of wind and river turbines and pumps/compressors. In one embodiment, the speed converter drives first and second directional control assemblies to provide a vehicle with zero turn radius. A variable torque converter may be used in various embodiments to control torque from a minimum to a maximum by controlling movement of a rotor along a shaft in relation to a stator.

This application is a divisional of U.S. patent application Ser. No.13/568,288 filed Aug. 7, 2012 which claims the benefit of priority toU.S. patent application Ser. No. 61/521,408 filed Aug. 9, 2011, and toU.S. patent application Ser. No. 61/523,846 filed Aug. 16, 2011 and is acontinuation-in-part of U.S. patent application Ser. No. 13/425,501filed Mar. 21, 2012 entitled “Infinitely Variable Motion Control (IVMC)for Generators, Transmissions and Pumps/Compressors” and of U.S. patentapplication Ser. No. 13/384,621, entitled “Apparatus and Method forProviding a Constant Output from a Variable Flow Input” filed Jan. 18,2012, being a national stage entry application of PCT US 10/42519 havingan international filing date of Jul. 20, 2010, all applications of KyungSoo Han and being incorporated herein by reference as to their entirecontents.

TECHNICAL FIELD

The technical field of the invention relates to providing infinitelyvariable motion control in transmissions, wind and river turbines, andpumps and compressors and, in one embodiment, a vehicle with adifferential, steering and zero turn radius (ZTR).

BACKGROUND

It is generally known in the art to provide devices such astransmissions for vehicles, wind and river turbines (particularly atdams) for the generation of clean electric energy and pumps orcompressors with variable speeds. In particular, transmissions are knownwith many speeds and gears whereby a shifting of gears and speedstypically involves the use of a clutch device so that a range of speedmay be changed, for example, through a plurality of gears to reach amaximum number of revolutions per minute of an output shaft in each ofthe plurality of gears while an input shaft operates within the angularvelocity range of, for example, a driving motor.

Applicant has been developing a concept referred to herein as infinitelyvariable motion control (IVMC) whereby an input, a control, and anoutput provide infinitely variable control without the need for anyclutch.

Wind and water are examples of renewable energy sources. Wind isvariable in velocity, but is “green” and abundant. Recently the demandfor wind energy has increased sharply. A more effective and efficientsystem for reducing the cost of energy (COE) is needed. The rotorassembly of an Old Style Wind Generator (OSWG) rotates at a constantspeed and a constant speed generator generates grid compatible constantpower. The generator capacity is limited to the lowest torque producedat the cut-in speed which is low. A Current Wind Turbine (CWT) isdesigned to generate more energy by making the rotor assembly to rotatevariably from the cut-in speed to a rated speed. The generator capacityis increased from the lowest torque produced at the cut-in speed to ahigher torque produced at the rated speed. The increased capacity issignificant; however, the improvement comes with a power convertercalled a Variable Frequency Convener (VFC). VFC is an assembly of powerelectronics and converts variable power to grid compatible constantpower. VFC is known for having a high failure rate (˜26% of the total),short life (MTBF˜2 years), expensive (˜$50k to $120K for 1.5 mWcapacity), and tends to cause other parts to fail prematurely (forexample, main bearing and gearbox).

River turbines are normally found at locations of dams on rivers forgeneration of electric energy. During the great depression in the UnitedStates, the Tennessee (River) Valley Authority (TVA) was instrumental inbuilding great dams and providing electricity for the state ofTennessee. River turbines are considered in accordance with aspects ofthe present invention for use within river and stream beds without theneed for building large dams and suffer the loss of land to lakes whichresult from the building of dams. It is suggested that river turbinesmay be utilized in streams and rivers for generation of electricity topower communities along the rivers and streams.

In connection with other embodiments, transmissions, pumps andcompressors may comprise mechanical components to introduce infinitelyvariable motion control and zero radius steering. In this manner, forexample, more practical, economical and more efficient vehicles may bebuilt having less costly maintenance. Moreover, it is generallyrecognized that there is a need in the art for more efficienttransmissions, wind and river turbines, and pumps and compressors whichare not susceptible to costly breakdown.

Introduction to Infinitely Variable Motion Control (IVMC)

Differential Dynamics Corporation (DDMotion) has developed severaldifferent types of motion control technology to convert a given input toa controlled output. Each technology will be explained briefly first aspart of the BACKGROUND. In the SUMMARY, the latest developments ininfinitely variable motion controls will be described and, then, in theDETAILED DESCRIPTON of the drawings, the latest developments will befurther described along with applications of the technology to somemajor products such as transmissions, differentials and steering forvehicles, wind and river turbines, and pumps and compressors, and atleast One embodiment will be discussed directed to a zero turn radius(ZTR) vehicle. Most of the concepts disclosed herein are based on theKyung Soo Han's previous developmental work as exemplified by thepatents and publications discussed briefly below.

U.S. Pat. No. 6,068,570 discusses speed control with planetary gears,speed control with spur gears, worm and worm gear control andcompensated variable speed contra U.S. Pat. No. 6,537,368 discussesdirection control with bevel gears and direction control with spurgears. U.S. Pat. No. 7,731,616 discusses a variable pitch cam. U.S. Pat.No. 7,462,124 discusses three variable control where the variablecontrol comprises an input, an output, and a control. U.S. Pat. No.7,731,619 discusses three variable control with bevel gears and threevariable control with spur gears. W02011011358A2 is a publishedinternational application of PCT U.S. 10/42519 filed Jul. 20, 2010 andclaiming priority to U.S. provisional patent application 61/226,943filed Jul. 20, 2009, which describes a speed converter with cam drivencontrol and a variable torque generator producing a constant frequencyand voltage output from a variable input. This PCT application has beenfiled in the United States as U.S. patent application Ser. No.13/384,621, filed Jan. 18, 2012. Since priority is claimed to this '621national stage entry patent application, its teachings are not to beconsidered prior art to the present IVMC apparatus. Applications of thisspeed converter/variable torque generator technology include and are notlimited to applications in the field of clean energy generation such aswind and water driven electrical energy generators. All of theabove-identified patents and published applications are incorporated byreference herein as to their entire contents.

SUMMARY OF THE SEVERAL EMBODIMENTS OF IVMC

This summary is provided to introduce a selection of concepts. Theseconcepts arc further described below in the Detailed Description. Thissummary is not intended to identify key features or essential featuresof the claimed subject matter, nor is this summary intended as an aid indetermining the scope of the claimed subject matter.

Three variable mechanical controls may be used to convert variable inputto constant output or constant input to variable output. Mechanicalcontrols are efficient and scalable. All gear assemblies having threevariables, input, output, and control, will be called “transgears” inthis context. As will be described in the context of FIG. 1, a spur geartransgear is utilized to form clutches per FIG. 2, differential steeringper FIG. 3 and build speed converters and the like therefrom.

A first control technology described herein may be referred to as camdriven infinitely variable motion control. A variable pitch cam assemblymay comprise an eccentric inner cam that comprise a portion of a shaft,for example, an input shaft or an output shaft. The inner eccentric cammay be positioned and free to move within an eccentric outer cam. Thecontrol assembly thus comprises a shaft, the inner cam and an outer cam.The control assembly may be continuously controlled from a minimumeccentricity when the shaft is located central to the assembly to aperiod of maximum eccentricity when the shaft is located most proximateto the edge of the cam assembly. In this eccentric position, when theshaft rotates, the cam assembly forms an effective cam profile asdepicted herein such that the profile is in the form of a circle havinga much larger diameter than when the inner and outer cams are in a leasteccentric position.

A further control technology as described herein may he referred to aratchet bearing or a one-way clutch bearing. A Sprag is a trade name forsuch a bearing and is commercially available, for example. from Renoldplc of the United Kingdom and from NMTG of India. Sprag may be usedherein as a short-hand for such a bearing and assembly which isfree-wheeling in one direction of rotation and engaged in the otherrotation direction and may be referred to herein generally as outputgears, for example, when discussing a driver and its application in acam controlled speed convener.

An external housing of such a ratchet or one-way clutch bearing (orSprag) has a notch for receiving, for example, a needle roller and theneedle roller such that when an internal race is moving in onerotational direction, the outer housing may move in either direction andbe free wheeling (or vice versa, if the outer housing rotates, the innerrace may move) because the needle roller is loose or free wheeling andlocated at one end of its associated notch. On the other hand, when theinternal race rotates in the other rotational direction with respect tothe outer housing or vice versa, the needle roller rolls into an engagedposition between the race and the notch such that the housing iscontrolled to rotate in this other rotational direction with the race.

A further control technology is accomplished when the cam controlledassembly technology described above is used as a driver. A Sprag isembedded inside an output gear and the race of the ratchet bearing orone-way clutch is attached to the output shaft for rotation in onedirection.

A rotor blade has a pitch used, for example, to capture renewable energysuch as wind energy or water energy which causes a rotor to rotate andso turn an input shaft. Rotor blade pitch may be controlled to furthercontrol the control technologies introduced above to achieve apitch-controlled infinitely variable motion control to provide, forexample, a relatively constant velocity output from a variable velocityinput.

Finally, input compensated infinitely variable motion control maycomprise two independent inputs, a drive input and a control input, andan output for a three variable control motion control. A system ofvariable output may be achieved by releasing the drive input so that theoutput may be varied.

These several technologies will be further described with reference toparticular applications in generators, transmissions and compressors orpumps and are depicted in the drawings, a brief description of whichfollows.

BRIEF DESCRIPTION OF THE DRAWINGS

The features and advantages of the present invention will become moreapparent from the detailed description set forth below when taken inconjunction with the drawings in which like reference numbers mayindicate identical or functionally similar elements.

FIG. 1 provides a mechanical diagram of a spur gear transgear whereinFIG. 1(A) is a left view, FIG. 1(B) is a front view and FIG. 1(C) is aright view and wherein a spur gear transgear is a building block ofembodiments described below wherein the present spur gear transgear maybe preferred for embodiments described herein, but other types may beused as appropriate as described in U.S. patent application Ser. No.13/384,621, FIGS. 1-6, incorporated herein by reference as to its entirecontents.

FIG. 2 provides a mechanical diagram of a spur gear transgear clutchembodiment wherein FIG. 2(A) depicts a first embodiment; FIG. 2(B)depicts a second embodiment and FIG. 2 (C) depicts a third embodiment,the spur gear transgear clutch most practically being actuated by abrake wherein a transgear clutch embodiment as depicted and describedherein is compact, non-grinding and economical to manufacture andmaintain.

FIG. 3 provides an overview mechanical diagram of a spur gear transgeardifferential steering assembly that comprises a speed controlledsteering system such that by braking one side of a differential, theother side will be speeding up faster. The concept may be consideredopposite in concept to differential reaction to the steering.

FIG. 4 provides an overview mechanical diagram of an Infinitely VariableMotion Control (IVMC) speed converter wherein FIG. 4(A) is a front viewand FIG. 4(B) is a sectional view. This is a variable pitch camcontrolled IVMC. The output is infinitely variable from zero to adesigned or predetermined maximum speed.

FIG. 5 provides an overview mechanical diagram in FIG. 5(A) and speedrange graph in FIG. 5(B) for a Two Speed Range IVMC. City driving of atypical vehicle is stop-and-go while highway driving is an over-drive(typically at a constant high speed with few stops except foremergencies). By adding a by-pass circuit, the highway driving can bedone by the engine and the IVMC system can be by-passed in thisembodiment.

FIG. 6 provides an overview mechanical diagram of an Infinitely VariableTransmission (IVT). This IVMC transmission is a speed converter with adirection control and so provides a forward, neutral and reversedirection.

FIG. 7 provides an infinitely variable transmission (IVT) with abuilt-in Differential where IVT is an IVMC with a direction control. Thedifferential can be open or locked. This embodiment comprises a compacttransaxle.

FIG. 8 provides an overview mechanical diagram for a Zero Turn Radius(ZTR) speed converter with direction controls. An IVMC with twodirection controls can make two driving wheels turn independently (oneforward and one reverse) and so provide a ZTR.

FIG. 9 provides an overview mechanical diagram of a Reciprocating Pumpwhich may be used to advantage in many applications. By replacing thedrivers with pistons, the mechanical drive system can be changed tohydraulics. The output of the depicted reciprocating pinup is infinitelyvariable from zero to the designed maximum.

FIG. 10 provides an overview mechanical diagram of a Pitch ControlledSpeed Converter (useful, for example, in wind or river electricitygeneration) wherein FIG. 10(A) provides a front view and FIG. 10(B)provides a side view. When the variable input (such as wind speed orwater flow rate) rotates a rotor, the variable input can be converted toa constant output by controlling the rotor blade pitch with a feedbackand/or a feedfarward control system.

FIG. 11 provides an overview mechanical diagram of an Input ControlledSpeed Converter wherein FIG. 11(A) is sectional view; FIG. 11(B) is atop view; and FIG. 11(C) depicts an alternative embodiment of a hatchassembly input control. The embodiment may lie at the bottom (or underthe water surface) of a river, a stream or near an ocean shore forcapturing wave or tidal motion and energy. The kinetic energy of flowingwater is high and the harnessing members must be durable. An embodimentof this system is a fixed pitch waterwheel with a hatch which is openingor closing depending on water flow to control the input flow.

FIG. 12 provides an overview mechanical diagram of an Input Controlledand Input Compensated Speed Converter wherein FIG. 12(A) is sectionalview; FIG. 12(B) is a top view; and FIG. 12(C) depicts an alternativeembodiment of a hatch assembly input control. In this embodiment, if theflow speed is erratic and the hatch control is not adequate, anothercontrol system can be added. The input compensating system is releasingovershoot to make the output constant. The releasing is different fromthe driving and the required force is much less than the driving.

FIG. 13 provides an overview mechanical diagram of a Variable TorqueGenerator (VTG) which may be continuously adjusted from minimum tomaximum torque wherein FIG. 13(A) shows minimum overlap of a rotor and astator; FIG. 13)B) shows medium overlap between a rotor and a stator andFIG. 13(C) shows maximum overlap between a rotor and a stator. Tominimize the cut-in speed and maximize the energy harnessing, thegenerator rotor and stator overlap is continuously controlled.

These applications of variations and technologies of infinitely variablemotion control (IVMC) with respect to embodiments of transmissions, windand river turbines and pumps/compressors will be further described inthe detailed description of the drawings which follows.

DETAILED DESCRIPTION

The present invention is directed to applications of infinitely variablemotion control (IVMC) in transmissions, wind and river turbines, andpumps/compressors wherein transgears are used for control, for example,spur gear transgears. A spur gear transgear will be described withreference to FIG. 1; however, a plurality of embodiments of a spur gearassembly may be utilized to advantage as alternatives in accordance withU.S. application Ser. No. 13/384,621, FIGS. 1-6, incorporated herein byreference as to its entire contents.

Transgear: Spur Gear Transgear

A spur gear assembly 100, for example, shown in FIG. 1(A), left view,FIG. 1(B), front view, and FIG. 1(C), right view, is an example of atransgear having an input (input shaft 101 is driven from the left), anoutput (sleeve 106 provides the output), and a control (a mechanicalconcept similar in concept to an electronic transistor) such as acarrier assembly provided by a series of planetary gears, carrierbrackets and pins. Spur gear transgears may be used as differentials,but their applications as controls may be virtually unlimited.

Referring to left view FIG. 1(A) and front view FIG. 1(B), an input gearcomprising a left sun gear 102 is attached to and may be integral withinput shaft 101 (seen in the center of corresponding front view FIG.1(B)). Planetary gears 103 and 103B are meshed to left sun gear 102, andplanetary gears 104 and 104B are meshed to right sun gear 105. Theplanetary gears 103 and 104, and 103B and 104B are meshed respectively.Right sun gear 105 may be attached to or integral with right sun gearsleeve 106 which surrounds shaft 101 and provides the output. Othercomponents of transgear assembly 100 include left carrier 108 and rightcarrier 109, each of which may be a disc or gear. Components 110, 110B,111 and 111B comprise pins. The assembly 100 thus comprises a spur geartransgear with input, output and control. Assembly 100 is very similarin mechanical diagram to the spur gear assembly of FIG. 3 of U.S.application Ser. No. 13/384,621 filed Mar. 21, 2012 by Mr. Han.

The elements of the drawings denoted with “B” at the end of eachreference numeral, (see, for example, FIG. 1, reference numerals 103B,104B, 110B and 111B), refer to an extra set of components, such ascarrier portions and gears for enhanced, more balanced performance. Forexample, gear 103B may, however, provide greater torque capacity anddynamically balance the spur gear transgear system 100.

Spur gear transgears may basically comprise two sun gears 102, 105,meshed with each other through planetary gears 103, 104. Spur gears maybe either regular spur gears or helical gears.

Referring to FIG. 1(B), front view, left sun gear 102 is attached to orintegral with input shaft 101. Carrier brackets 108 and 109 are attachedtogether with pins 110 and 111. Planetary gears 103 and 104 may rotatefreely around the pins 110, 111 and mesh with sun gear 102 (input) andsun gear 105 (output) respectively. Thus, the output 105 having sleeve106 is controlled by the planetary and sun gears forming a basic spurgear transgear assembly 100.

Assume that input rotational energy is connected to input shaft 101 andso shaft 101 rotates clock-wise and the carriers 108, 109 and pins 110,111 are fixed. Left sun gear 102 is the input gear and right sun gear105 is the output gear connected to an output sleeve 106. The input sungear 102 may rotate clock-wise (CW) with the input shaft 101. Planetarygear 103 then rotates counter clock-wise (CCW), and planetary gear 104rotates clock-wise (CW), and right sun gear 105 of the output rotatesCCW along with output sleeve 106. Since the sun gears 102 and 105 arethe same size in diameter as seen in FIG. 1(B), the angular rotationwill be same at input and output, but the input and output rotate inopposite directions from one another. This spur gear transgear 100 withthe same size sun gears may be called a “basic transgear.”

Spur Gear Transgear Clutches

Embodiments of Spur Gear Transgear Clutches are shown in FIG. 2. Similarreference numerals are used in FIG. 2 to denote similar elements wherethe first digit indicates the figure number where the element firstappears. For example, shaft 101, left sun gear 102 and so on having thesame names appear as similar components with similar function in FIG. 2as in FIG. 1. Elements beginning with the numeral 2 denote elementsfirst introduced in FIG. 2 such as center block 201 and brake disc 202(attached to left sun gear 102 through a sleeve). FIG. 2(A) shows anoutput direction being the same direction (for example, both input andoutput are CW) but with the output speed (rotational velocity) being twotimes faster. FIG. 2(B) shows an output direction being opposite, i.e.,the input shaft 101 may be CW and the output sleeve 106 CCW and theoutput rotational velocity or speed being the same at input and output.FIG. 2(C) shows an output direction being the same, i.e. the input shaft101 may be CW and the output sleeve 245 CW, and the output rotationalvelocity or speed being the same at input and output.

Referring to FIG. 2(A), embodiment clutch 200. Center block 201 may beeither attached to or is integral with shaft 101. Brake Disc 202 isattached to left sun gear 102 through an associated sleeve proximate toinput shaft 101. Band brake 203 of brake disc 202 (or alternative brakemechanism known in the art) is shown in black and may denote a brakingmechanism inside a vehicle operated by a vehicle operator. The input isthe carrier through a center block 201 and the output is right sun gear105. The control is left sun gear 102. Since the planetary gears arerotating around the stationary left sun gear 102, and the sun gears arethe same in size, the right sun gear 105 rotates two times faster thanthe input shaft 101. This is the same as in a bevel gear transgear. Withrespect to the direction, the input may be CW. As the carrier rotatesCW, planetary gear 103 rotates CW, planetary gear 104 CCW and right sungear 105 CW. So the output direction is the same as the input directionin this embodiment.

As shown in either FIG. 2(B), clutch embodiment 220, or FIG. 2(C),clutch embodiment 240 are shown with no brake disc 202 provided. On theother hand, braking is similar. Brake Disc 221 is attached to a sleevewhich in turn couples with pins and carriers, carrier 108, inparticular. Pressure applied via band brake 222 brakes the speed ofcarriers 108 and 109. The input is left sun gear 102, the carrier is thecontrol and the right sun gear 105 is the output. So left sun gear 102may turn CW, 103 CCW, 104 CW and 105 CCW. So the output direction CCWmay be opposite the input CW. speed is the same since the sun gears arethe same size as explained above with reference to FIG. 1.

FIG. 2(C), clutch embodiment 240, starts with the basic embodiment ofFIG. 2(B), embodiment 220, and adds additional components for providingthe same direction at output as input. Gear 241 is attached to or may beintegral with right sun gear sleeve 106. Two direction change gears areprovided, direction change gear #1 242 and direction change gear #2 243.Direction change gear #1 is meshed to gear 241 and direction change gear#2 is meshed to an output gear 244 of output gear sleeve 245 and todirection change gear #1 242.

Spur Gear Transgear Differential Steering Assembly

Referring now to FIG. 3, there is shown a mechanical diagram forproviding spur gear transgear differential steering. Shaft 101 is shownnot attached to or integral with any members; (shaft 101 is a supportmember). Left sun gear 102 is attached to sleeve 303. As before,planetary gear 103 is shown with left sun gear 102. Carriers 108 and 109are similarly shown. Right sun gear 105 may be attached to or integralwith an output sleeve 307.

New to FIG. 3 are input shaft 301 displaced from shaft 101. Shaft 101may just be a support shaft but can be attached to or be integral withone of the sleeves 303 or 307 and so reduce the number of parts in analternative embodiment. Input shaft 301 is coupled to input gear 302associated with left carrier 108 and right carrier 109. Sleeve 303 isattached to or integral with left sun gear 102. For braking, brake disc304 is attached to sleeve 303. Pressure applied to band brake 305 isfelt at sleeve 303 which is attached to left driving wheel 306 and soslows a left wheel. Similarly, on the right, sleeve 307 is attached toor integral with right sun gear 105. For braking, brake disc 308 isattached to sleeve 307. Pressure applied to band brake 309 is felt atsleeve 307 which is attached to right driving wheel 310 and so slows aright wheel. When one wheel slows down, the other wheel may speed up forsteering in the direction of the slower wheel.

IVMC Speed Converter

Referring now to FIG. 4, an Infinitely Variable Motion Control (IVMC)speed converter comprises an input shaft 403 and an output shaft 424with a shaft 101 serving as a cam shaft. IVMC speed converter furthercomprises a variable pitch cam (inner cam 420, outer cam 422)surrounding cam shaft 101 and is shown in Section A-A of FIG. 4(B)embedded in front view FIG. 4(A). A variable pitch cam is extensivelyshown and described in connection with the description of FIG. 7 of U.S.application Ser. No. 13/425,501 filed Mar. 21, 2012. Inner cam 419 andouter cam 421 form a similar variable pitch cam. At the bottom ofSection A-A, FIG. 4(B), is a Sprag gear assembly surrounding outputshaft 424 having race section 423. Race section 423 of output shaft 424couples with Sprags 429, 430, 431 and 432 and having output gears 425,426, 427, 428 designated together but seen separately, Together sectionA-A forms a driver 416 which is duplicated in FIG. 4(A) as driver 415.Pins 413, 414 are designated together and associated with slots 409,410, 411 and 412 discussed further below.

To the left of FIG. 4(A) is seen a spur gear transgear assembly 100comprising cam shaft 101, left sun gear 102, planetary gear 103,carriers 108, 109, pins 110, 111 (not marked) and so on. With respect tonewly shown components, in FIG. 4, Worm 402 turns worm gear 401 which isattached to or is integral with input shaft 403 and meshed to carriergears 108 and 109 of spur gear assembly 100. A drive gear 405 isattached to input shaft 403 and meshed to slotted gears 406, 407 and408, where slotted gear 406 has one slot at the top, slotted gear 407has two slots, one at the top and one at the bottom, and slotted gear408 has one slot at the bottom. Slots 409, 410, 411 and 412 aredesignated together where slot 410 and slot 411 are at the middle ofslotted gear 407. The operation of slotted gears is described byreference to FIGS. 10 and 11 of U.S. application Ser. No. 13/425,501filed Mar. 21, 2012, incorporated by reference in its entirety.

IVMC with Two Speed Ranges

Referring to FIG. 5, there is shown an IVMC with two speed ranges, cityI and highway III, and a transition speed range H as seen from graphFIG. 5(B). The IVMC speed converter 400 of FIG. 4 has been so modifiedand may be enclosed in an outer housing including a brake system and be,for example, in the form of a vehicle. IVMC 500 operable at city andhighway speeds is modified from FIG. 4 by further including brake disc501 and band brake 502 for input shaft 403. Moreover, additional gearsare provided including gear 503 surrounding cam shaft 101, and outputgear 504 surrounding output shaft 424 where output gear 504 further hasan associated Sprag 505. Note that in an alternative embodiment, gear503 may not be needed if carrier gears 108 and 109 are meshed to outputgear 504 directly. Operationally, when the band brake 502 is engaged,output gear 504 may rotate in the same direction but faster than outputgears 425, 426, 427 and 428.

Infinite Variable Transmission or IVT (Speed Converter and DirectionControl)

Referring to FIG. 6, there is shown a combination of the IVMC speedconverter 400 of FIG. 4 with the addition of a direction control. Adiscussion of FIG. 4 will not be repeated and the emphasis will beplaced on direction control 600 wherein input shaft 403 and worm 402 areshown. Output shaft 424 extends from speed converter 400 to directioncontrol 600 and comprises right sun gear 601 (similar to a right sungear of spur gear transgear 100 of FIG. 1). Left sun gear 602 islikewise similar to a left sun gear of spur gear transgear 100. Brakedisc 603 is operated by band brake 604. Carrier gears 605 and 606 arelikewise similar to the carrier gears of transgear 100, left side. Rightsun gear 607 is similar to the right side of spur gear transgear 100(FIG. 1). Left sun gear 608 is attached to or integral with carrier gear606 which is similar to the right side of spur gear transgear 100.Further braking is provided by right carrier and brake disc 609 operatedby band brake 610. Output shaft 612 is now able to operate in forward,neutral and reverse where output gear 611 is meshed to carrier gears 605and 606. Assume that the shaft 424 is rotating one revolution CW. Ifband brake 604 is applied (braked), carrier brackets 605 and 606 willrotate one half rotation CW. If band brake 610 is applied (braked) thecarrier will rotate one revolution CCW. When the band brakes 604 and 610are not applied (not braked), the carrier will be free or neutral.

Infinitely Variable Transmission (IVT) with Differential

Referring to FIG. 7, there is shown a combination of the IVMC speedconverter 400 of FIG. 4 with the addition of direction control and adifferential. Neither speed converter elements designated in the 400series nor direction control elements designated in the 600 series willbe described again in detail. Attention will be focused on newdifferential elements designated in the 700 series. Direction controland differential 700 are driven by shaft 424 from speed converter 400.The right differential shaft 713 is coupled to shaft 424 by directionalcontrol comprising a band brake 604 and 611. Carrier gears 605, 606 areshown as is left sun gear 608 which may be attached to or integral withoutput gear 706.

The differential portion of direction control and differential 700comprises elements 701-713. Referring to the spur gear transgear of FIG.1, carrier gear 701 (Left side of spur gear transgear 100) and carriergear 702 are similar as arc right sun gear 703 and left sun gear 704.Left differential output sleeve 705 surrounds right differential outputshaft 713. Brake disc 711 is operated by band brake 712 on differentialoutput shaft 713. Left sun gear output gear 706 is similar to the rightside of spur gear transgear 100. Left carrier gear 707 is likewisesimilar to the right side of spur gear transgear 100. Right carrier 708is similar to the right of transgear 100 and left sun gear 709 is alsosimilar to the right of spur gear transgear 100. Right sun gear 710 issimilar to the right sun gear of spur gear transgear 100. Thedifferential can be open or locked. This embodiment comprises a compacttransaxle. There are two outputs from the direction control: carriergears 605 and 606, and gear 706 that is attached to left sun gear 608and carrier gear 606. Carrier gears 605 and 606 are meshed to carriergears 701 and 702. The gear ratios are, for example, one to one. Gear706 is attached to left sun gear 608 and is meshed to carrier gear 707,and the ratio is, for example, one to two. If the direction controloutput is one revolution CW, carriers 701 and 702 will be rotating onerevolution CCW, and carrier 707 will be rotating one half revolutionsCCW. When band brake 712 is not engaged, the differential outputs aresleeve 705 to the left and shaft 713 to the right. The input to carrier707 is not in effect. This state is now an open differential. When bandbrake 712 is engaged or right sun gear 710 is fixed and not rotating,left sun gear 709 will be rotating one revolution CCW. Since left sungear 709 and right sun gear 703 are attached to shaft 713, left sleeve705 does not have freedom to rotate. This means that the differential isrotating one revolution CCW without freedom, or is locked.

An IVMC Speed Converter with Zero Turn Radius (ZTR)

Referring to FIG. 8, there is shown an IVMC speed converter of FIG. 4having an output shaft 424 which drives two direction control assembliesaccording to FIG. 6, one assembly 600 on the left of speed converter 400and one on the right of speed converter 400. With first and seconddirection control assemblies, one can achieve a zero turn radius (ZTR).In the embodiment of FIG. 8, shaft 803 may be turned clock-wise (or CCW)at the same time as shaft 806 may be turned counter clock-wise (or CW).In this manner, a vehicle may be turned “on a dime” with zero turnradius. The zero turn radius is achieved by appropriate actuation ofband brakes 801, 802, 804, 805 where brake bands 801 and 804 compriseleft band brakes and 802 and 805 comprise right band brakes. Band brakes801 and 802 operate oppositely on left output shaft 803 in concert withband brakes 804 and 805 operating oppositely on right output shaft 806.In a ZTR left turn, shaft 803 turns oppositely from shaft 806 so that803 moves a vehicle downward on the drawing sheet and shaft 806 movesthe vehicle upwards on the drawing sheet so that the turning radius isdefined by the width of the vehicle or between wheels (not shown) whichwould be attached to the shafts 803, 806. Note that in an alternativeembodiment. instead of one IVMC and two sets of direction controls, twosets of IVMC 400 and direction control 600, one set for a left wheel andone set for a right wheel may also be employed to construct a ZTRsteering. A vehicle engine (not shown in FIG. 8) may turn the shaft 403of one or both speed converters. In a further alternative embodiment, aZTR 800 may be replaced with a hydraulic system consisting of two setsof hydraulic pumps consistent with hydraulic principles well known inthe art to form a hydraulic ZTR.

A Reciprocating Pump Driven by a Speed Converter

Referring now to FIG. 9, there is shown a reciprocating pump 900 drivenby an IVMC speed converter 400 per FIG. 4 having worm 402, shaft 403 andpiston components labeled in the 900 series of reference numerals. Inreciprocating pump 900, the IVMC speed converter 400 operatesreciprocating piston drivers 901 and 904 (or more pistons in alterativeembodiments) with piston arms 902, 904 and pistons 903, 906 shown. Forexample, piston driver 901 operates piston arm 902 for actuating piston903.

Pitch Controlled Speed Converter

Referring to FIG. 10, there is shown a variation of spur gear transgearclutch 240 with clutch components of FIG. 2(C) driven by a bladeassembly of variable pitch shown in front view or FIG. 10(A) and sideview or FIG. 10(B). A feedback control box 1010 is introduced to controlpitch of the rotor blades in, for example, an application where thepitch controlled speed converter is utilized, for example, with avariable wind source of variable wind speed and a constant output speedor output angular velocity when the generation of electricity isdesired. In particular, same output direction, same speed spur geartransgear clutch 240 comprises shaft 101, left sun gear 102, leftcarrier 108 from FIG. 1, output gear 244 and output gear sleeve 245 fromFIG. 2(C) and a number of components labeled 1001-1012. Platform 1012may be located, for example, on a river bed for capturing river flow oron a land mass or on an ocean platform to capture renewable energy flowor current velocity. Preferably, the rotor is pointed and controlled topoint into a direction of renewable energy, wind or water, flow. Gearbox1011 sits on platform 1012 and houses components and may be rotated toface the direction of renewable energy flow. Worm 1009 operates wormgear 1008 as discussed above. In front view, FIG. 10(A), a rotorassembly comprises rotor blades of variable pitch mounted to aplurality, for example, four of bevel gear shafts attached to associatedbevel gears. For example, in a four blade assembly, bevel gear 1002 maybe a top bevel gear and bevel gear 1004 may be a bottom bevel gear withleft and right bevel gears not identified but shown. In side view, FIG.10(B), bevel gear 1001 couples to bevel gears of the rotor bladeassembly shown in front view FIG. 10(A) and is attached to or integralwith the shaft 101. Right bevel gear 1006 is shown on the right side ofthe blade assembly and is attached to or integral with output gearsleeve 245 and output gear 244 shown in black. Rotor blade 1005 is anexample of one of a plurality of for example, four rotor blades whosepitch may be varied from facing into the wind or water flow so as to notturn at all in the face of renewable energy flow or to a maximum pitchwhere the rotor may turn at a maximum angular velocity in one direction,for example, clock-wise. Bevel gears 1001 and 1007 may be housed inhoming 1007.

Control box 1010 senses the revolutions per minute of shaft 101 turnedby the rotor blade assembly and controls worm 1009. Worm 1009 in turnmay operate to control the pitch of the blade in high/low renewableenergy flow velocity situations to turn the blade assembly so as toforce blade 1005 to allow wind or water to flow to attempt to minimizeturning the blade (for example, in extremely high wind situations) or toturn at maximum velocity thus controlling output rotational velocity toa relatively constant speed with varying renewable energy flowconditions.

Water (River) Turbines

Referring now to FIGS. 11 and 12, there are shown alternative designsof, for example, a river turbine that may be mounted on a platform plate1112. Platform plate 1112 may be elevated above river bottom by aplatform (not shown) and towards the center of the river, depending onthe circumstances and the river or stream or ocean environment, toreceive maximum water flow. Water (river) turbines as envisioned aredesirably placed at a maximum flow location of a river or stream or in aposition proximate to an ocean shore where the placement is between highand low tides and for maximum water renewable energy flow. River trafficand recreational use as well as recreational use of an ocean shore linemay be considered when placing the present embodiments. Water (river)turbine embodiment 1100 of FIG. 11 is shown in FIG. 11(A) as sectionalview A-A, top view in FIG. 11(B) and alternate input control hatchembodiment FIG. 11(C). The water (river) turbine of FIG. 12 is shownsimilarly.

Referring to FIG. 11(A), there is seen platform 1112 on which isprovided turbine 1100 for receiving renewable energy water flow fromflow direction 1101 Ribs 1111 also help protect the turbine from debris.Turbine 1100 comprises waterwheel brackets 1105, 1106 and flow controlbracket 1110. On flow control bracket 1110 is shown hatch 1109comprising a portion of a circle which may be permitted to revolve in anassociated circular slot from a wholly closed or raised position toreceive less water flow to a position where hatch 1109 is whollyenclosed in the circular slot of flow control bracket 1110 and so whollyopen to receive maximum water flow. The hatch assembly may mostlyresemble a can with part of the hatch (circular pipe section) cut out orremoved (per FIG. 11(A)). Hatch brackets 1107, 1108 preferably compriseround discs. Waterwheel rotor blade assembly 1104 is attached to orintegral with rotor drum 1103 and rotates on waterwheel shaft 1102 whenwater flows to push the blades at a rotational velocity depending onwater flow rates and operation of the hatch. The hatch opening andclosing may be controlled by water flow sensors to provide constantspeed output. A waterwheel drum 1103 couples the multiple blades 1104(for example, eight blades are shown) to the shaft 1102.

Referring now to FIG. 11(B), there is seen in top view a number ofprotector ribs 1111. These may serve at least two functions. They mayprotect the inner assembly from floating/travelling large and heavydebris moved by the river or water flow 1101 such as branches or trunksof trees toward the unit and so cause the debris to flow past theturbine 1100. Also, the ribs 1100 may be contoured inward so as toaccelerate water flow toward a narrower passage through the turbine.Sealed gearbox 1113 encases all gears, control box and servo motorrequired of the turbine 1100. Waterwheel brackets 1105, 1106 are shownin FIG. 11(B) with hatch brackets 1107 and 1108 inside. The hatchbrackets also serve as protectors from debris. Control box 1121 maysense generator output, voltage and rotational velocity in revolutionsper minute and send a signal to servo motor 1116 to open or close thehatch 1109 so as to achieve, for example, constant output speed. In thismanner, the speed of output shaft 1102 may be controlled with variableinput to achieve a desired rotational velocity output. Servo motor 1116gear (not numbered) meshes worm 1115 and a further worm 1114 and iscontrolled by control box 1121 and control cable 1122 connects these.Worm gear 1114 is attached to hatch bracket 1108 and worm 1115 is meshedto worm gear 1116. Constant speed generator 1119 is connected to controlbox 1121 to increase or decrease ratio increase gear 1118. The output ofthe water (river) turbine is generator output cable 1120 shown as athree phase power alternating power cable. In an alternative embodimentand referring to FIG. 11(C), a spring-loaded hatch with lips or ribs1123 on the flow-in direction 1101 side is shown. Water flowing towardlip or rib 1123 tends to cause the hatch to rise and cover thewaterwheel assembly depending on the flow rate. Spring 1124 impedes thecovering of the waterwheel assembly. Such a spring-loaded hatch assemblymay render unnecessary a flow sensor and actuator motor, the springloading automatically compensating for water flow rate as increasedwater flow pushes the lips or ribs 1123 of the spring-loaded hatch.

Referring now to FIG. 12, an alternative embodiment of a river turbine1200 is shown where FIG. 12(A), (B), (C) are substantially identical toFIG. 11(A), (B) and (C). The differences lie in the gear box 1113 andrelate to the further addition of input compensation. Per FIG. 12(B),center block 1201 is similarly shown with waterwheel shaft 1102 at itscenter. The block 1201 is attached to or integral with waterwheel shaft1102. Control gear 1203 is meshed to worm gear 1204. Bottom output gear1207 is attached to a bottom sun gear (not numbered). Increase gear 1208is in the gear train from gear 1207 to ratio increase gear 1118.Increase gear 1209 is attached to gear 1208. This system may have twospeed controls: a flow control and an input compensation control. Servomotor 1206 is provided for input compensation with worm 1205 in additionto servo motor 1116 and worm 1115. The control box may then send twosignals through cables 1122 and 1211 to provide the flow and inputcompensation controls, for example, for the hatch movement.

Variable Torque Generator

A variable torque generator useful in all embodiments for controllingtorque from a maximum to a minimum is shown in FIG. 13. For steadyflowing streams, without much flow rate variation, a constant speedoutput can be easily produced by compensating the input. As shown inFIG. 13, a constant speed, variable torque generator 1300, comprisesrotor shaft 1301 on which may be displaced a moveable rotor 1303 topositions of minimum overlap with stator 1302 to medium overlap 1304 andmaximum overlap 1305. Moveable rotor 1303, 1304, 1305 may be connectedto a variable transformer or other device or turbine discussed above.Note that in an alternative embodiment a stator may he moveable withrespect to the rotor if needed to achieve minimum, medium and maximumtorque. These variable torque generators may be added to an inputcompensating IVMC with a speed converter to output electric power to agrid.

While various aspects of the present invention have been describedabove, it should be understood that they have been presented by way ofexample and not limitation. It will be apparent to persons skilled inthe relevant art(s) that various changes in form and detail can be madetherein without departing from the spirit and scope of the presentinvention. Thus, the present invention should not be limited by any ofthe above described exemplary aspects, but should be defined only inaccordance with the following claims and their equivalents.

In addition, it should be understood that the figures in theattachments, which highlight the structure, methodology, functionalityand advantages of the present invention, are presented for examplepurposes only. The present invention is sufficiently flexible andconfigurable, such that it may be implemented in ways other than thatshown in the accompanying figures.

Further, the purpose of the foregoing Abstract is to enable the U.S.Patent and Trademark Office and the public generally and especially thescientists, engineers and practitioners in the relevant art(s) who arenot familiar with patent or legal terms or phraseology, to determinequickly from a cursory inspection the nature and essence of thistechnical disclosure. The Abstract is not intended to be limiting as tothe scope of the present invention in any way.

What I claim is:
 1. An infinitely variable motion control transmissionincluding a differential assembly, the differential assembly comprisinga left differential output sleeve and a right differential output shaft,a first left sun gear integral with or fixed to the left differentialoutput sleeve and a first right sun gear being integral with or fixed tothe right differential output shaft, the transmission further comprisinga speed converter and a direction control assembly, the speed convertercomprising a shaft of a spur gear transgear assembly having anassociated worm and worm gear, the spur gear transgear shaft beingmeshed to a first carrier gear and a second carrier gear of a Sprag gearassembly of the speed converter.
 2. The infinitely variable motioncontrol transmission including a differential assembly of claim 1further comprising first and second carriers coupled between third andfourth carriers of the direction control assembly and the differentialassembly.
 3. The infinitely variable motion control transmissionincluding a differential assembly of claim 1, the differential assemblyfurther comprising a band brake and brake disc for braking the rightdifferential output shaft.
 4. The infinitely variable motion controltransmission including a differential assembly of claim 3, the bandbrake being not engaged, differential outputs comprising the leftdifferential output sleeve and the right differential output shaft, thedifferential assembly being in an open state.
 5. The infinitely variablemotion control transmission including a differential assembly of claim3, the band brake being engaged and a second right sun gear of thedifferential assembly being fixed, the differential assembly being in alocked state.
 6. The infinitely variable motion control transmissionincluding a differential assembly of claim 2, the direction controlassembly having associated first and second carriers of the differentialassembly comprising output gears meshed to third and fourth carriers ofthe direction control assembly such that if an input to the directioncontrol assembly is one revolution clockwise, the third and fourthcarriers of the direction control assembly rotating counterclockwise, aleft sun gear output gear of the differential assembly being attached toa left sun gear of the direction control assembly and being meshed witha fifth carrier of the differential assembly, the fifth carrier alsorotating counterclockwise at a predeterminined ratio with the directioncontrol assembly input.
 7. The infinitely variable motion controltransmission including a differential assembly of claim 1, the directioncontrol assembly and the differential assembly being driven by an outputshaft of the speed converter.
 8. The infinitely variable motion controltransmission including a differential assembly of claim 7, the rightdifferential output shaft being coupled to the output shaft of the speedconverter by first and second brake mechanisms.
 9. The infinitelyvariable motion control transmission including a differential assemblyof claim 6, the direction control assembly comprising a left sun gear ofthe direction control assembly being attached to or integral with theleft sun output gear of the differential assembly.
 10. The infinitelyvariable motion control transmission including a differential assemblyof claim 5, the differential assembly comprising a spur gear transgearassembly including a first carrier gear and a second carrier gear andthe first left sun gear and second right sun gear of the differentialassembly.
 11. The infinitely variable motion control transmissionincluding a differential assembly of claim 1, the left differentialoutput sleeve surrounding the right differential output shaft.
 12. Theinfinitely variable motion control transmission including a differentialassembly of claim 1, the speed converter comprising an output shafthaving an attached or integral race section surrounding the outputshaft.
 13. The infinitely variable motion control transmission includinga differential assembly of claim 12, the attached or integral racesection of the output shaft of the speed converter having an associateddriver.
 14. The infinitely variable motion control transmissionincluding a differential assembly of claim 12, the attached or integralrace section of the output shaft of the speed converter having anassociated Sprag gear assembly forming a driver including the outputshaft of the speed converter and attached or integral race section. 15.The infinitely variable motion control transmission including adifferential assembly of claim 1, the speed converter further comprisingan output shaft having an attached or integral race section surroundingthe output shaft.
 16. The infinitely variable motion controltransmission including a differential assembly of claim 15, the attachedor integral race section of the output shaft of the speed converterhaving an associated driver.
 17. The infinitely variable motion controltransmission including a differential assembly of claim 1, the speedconverter further comprising an input shaft having an associated drivegear coupled to the spur gear transgear shaft.
 18. The infinitelyvariable motion control transmission including a differential assemblyof claim 16 having first and second drivers associated with the attachedor integral race section of the output shaft of the speed converter. 19.The infinitely variable motion control transmission including adifferential assembly of claim 1, the spur gear transgear assemblyfurther comprising a left sun gear meshed to a planetary gear rotatingfreely around a pin.